Rotary engine.



- H. E. GOLDBERG.

ROTARY ENGINE.

APPLICATION FILED MAY 13; 1912.

1 ,086 ,1 59. Patented Feb. 3, 1914.

2 SHEETS-SHEET 1.

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ROTARY ENGINE.

APPLICATION FILED MAY 13, 1912.

1,086,159, Patented Feb. 3, 1914.

2 SHEETS-SHEET 2.

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HYMAN ELI GOLDBERG, OF CHICAGO, ILLINOIS.

ROTARY ENGINE.

Specification'of Letters Patent.

Patented Feb. 3, 1914.

Application filed May 13, 1912. Serial No. 697,065.

To all whom it may concern:

Be it known that I,HYMAN ELI GoLn- BERG, of Chicago, county of Cook, and State of Illinois, have invented a certain new and useful Improved Rotary Engine, of which the following is a specification.

My invention is an improved rotary en gine. It is built upon the principle of two pistons rotating at equal speeds in opposite directions, both pistons being inclosed in a chamber.

One of the features of my invention adapts the engine to be used in any fluidpiston-chamber-train. It is therefore applicable to liquids either as a pump, meter or motor.

Another added feature of my invention adapts this engine particularly to gases and permits it to be used for expanding fluids wherein the chamber is filled first to only a portion of its volume. the intake thereupon closed and the gas allowed to expand to a larger volume. It is therefore particularly adapted to be used as a steam engine or a compressed air motor. Conversely when power is applied to the engine it will give very efficient service as an air compressor.

Another added feature of my invention adapts this mechanism particularly to be used as an internal combustion engine wherein the combustible fluid in the closed chamber is caused to be ignited in any suitable manner, for instance by electric spark.

Theinvention is illustrated by the accompanying drawings of which Figure 1 represents a section through the engine practically through the center of the chamber by a plane perpendicular to the axes of rotation of the pistons. Fig. 2 is a plan view of the engine shown in Fig. land shows the parts partly in plan and partly in section. Fig. 3 shows an engine with modified form of ports for opening and closing the induction and educt-ion passages to the chamber. Fig. 4 shows partly in plan and partly in sectionthe engine shown in Fig. 3.

Generally speaking the engine is composed of two pistons 1, 1, rotatably mounted within a casing 2. Each piston has formed therein a lobe shaped portion, 1, which. is the piston proper and extending to each. side from said lobe is a hub, 1 The lobe 1 has its surface shaped into an irregular right cylindrical surface bounded by two plane surfaces. The irregular cylindrical surface has for its base curve (1) a clrcular arc 1 of larger radius, (2) two epicycloidal arcs 1 and. (3) a circular arc of smaller radius 1 The centers of the circular arcs, 1 and 1 are coincident and the lobe is formed to be convex at'l and concave at 1 The hubs 1", are right circular cylinders. Bored through the two hubs 1", of each piston 1, is a hole in perfeet alinement and of the same radius as the concave cylindrical portion of the piston. A rod may therefore be slipped completely through the two hubs and the lobe and will fit snugly within said hubs and against said lobe.

1 The two pistons 1, are mounted within the casing 2, by means of their hubs 1 which fit in bearings 2*. To cooperate with the lobe portions 1, of each piston there is formed within the casing 1, a chamber 2*, provided with plane surfaces which contact with the plane surfaces of the lobes 1 and with two concave cylindrical surfaces 2, which contact with the two convex cylindrical surfaces 12 of the lobes. Mounted upon each hub 1 and formed integrally therewith is a spur gear wheel 1. The two pistons 1 are therefore mounted within the casing 2. and are rotatably connected so as to revolve at equal speeds in opposite directions.

Mounted within the bore 1 extending through the hubs 1 and the lobe lfis a rod 3. Each rod is cylindrical and of the radius equal to the radius of the arc l except in one portion where it, cooperates with the lobe concentric with the other rod 3, and to cooperate with the said lobe the first rod 3 has a portion of it cut away as is shown in F ig. 1. The rods 3 extend' through the pistons and are rigidly supported at their endsby extensions 23 formingpart of the casing 2. Now examining Fig. 1 it is evident that if movement be given to the right lobe in the direction of the arrow the chamber formed at the bottom is one that continually enlarges. Moreover the chamber has its relatively movable bounding surfaces composed either of plane or circularcylindrical surfaces. The shapes to which these surfaces can be fashioned are such as to allow close fitting.

There willv now be described the means by which access is given to the inside of the chamber for the introduction of compressed gas or steam. Formed in the casing 2, and extending vertically upward to underneath each hub l is an opening 2. This opening is gradually changed from a circular opening at the end of the casing where it issues into the outside to a rectangular opening where it meets the hub 1". Formed in the hub 1 is a corresponding rectangular opening 1, cut in the cylindrical surface of said hub. This rectangular opening of said hub changes almost immediately in said hub to an opening 1 which faces toward the inside of the chamber. lVhen the rectangular openings of the hub and of the casing are in alinement steam can enter through the opening of the casing, through the rectangular opening of the hub and by means of the opening 1 can gain access to the inside of the chamber. The steam will thereupon exercise pressure upon all of the surfaces of the chamber. The effect of that steam pressure upon all surfaces except the epicycloidal one will be ml. The pressure upon the epicycloidal surface will cause the piston to move under the said pressure and in due time the rectangular opening in the hub will be carried away from and close the opening 2, in the casing. From then on the steam will expand under its own pressure and in due time the lobe 1, of the right piston will reach the position where the steam will occupy its maximum volume. This will be at a point just one semirevolution from the position drawn in Fig. 1, assuming that in said figure the two pistons are slightly rotated backward so that their lower corners just clear each other. hen said steam has expanded to its maximum volume the pistons will still continue to rotate, the right piston not because pressure is any longer exercised thereon but because pressure is then exercised upon the other piston and the first piston is meshed therewith. The first piston also rotates slightly farther on account of the inertia of the parts. The right piston is therefore carried somewhat farther and this opens its chamber into the exhaust chimney 5.

The operation that has just been described with the right piston occurs in the same manner with the left piston. Pressure is therefore exercised on each piston and this pressure continues during one semirevolution of said piston. Moreover as the pressure periods of the two pistons are consecutive and nonoverlapping it is evident that pressure is continually exercised upon the engine tending to rotate its moving parts.

In Figs. 1 and 2 and as a matter of fact similarly in Figs. 3 and 4, the casing 2, has been drawn with chambers 2 therein. These are intended for water circulation in case the gas within the casing or the casing itself has to be cooled.

In Figs. 3 and t is shown a modification of the construction of the means for opening and closing the induction and eduction passages.

In Figs. 1 and 2 the compressed gas gains access to the chamber through the opening in the cylindrical surface of the hub, that is the gas enters radially. In Figs. 3 and 4 the openings in the hub are made to extend through said hub in a direction parallel to the axis thereof, that is the gas enters axially. An examination of Fig. l will show that each piston is provided with two disks, 1 and l, 1" being the larger. For simplicity of construction it would be better that if axial opening be used said axial openings be all confined within the circle whose radius is less than one-half the distance between the axes of rotation of the pistons. But this would bring said openings quite close to the centers and might therefore interfere very considerably with the speed of the opening and closing of the passages. The disks 1 which are of large radius have therefore been introduced. they have naturally to be offset and can not be in the same plane but by means of this new construction it is possible to bring said ports closer to the more rapidly moving outer portion of the piston. This permits the opening and closing of ports with great rapidity.

In Fig. t is shown a combination of two engines, it will be seen that they are alike in almost all respects and that the pistons of both may also be made in one piece and extend through the casing into the other chamber. There are thus in this compound engine only three relatively movable parts, namely the casing and the two pistons.

I wish to point out more particularly some other features of invention above described that I believe to be novel with me. I shall first take the chamber gear train by itself. I know it is old to supply the chamber gear train with intergeared lobes within the casing and with stationary centers but to the best of my knowledge in all previous constructions both the lobes 1, and stationary rods 8, are each supported from only one side. That is, both the lobe and closing rod are each supplied with only one hub and are thus like a beam supported at only one end. This is an objectionable construction. Moreover attention is drawn to the fact that in the present construction the closing rods 3, are removable from the casing and from the pistons without any interference, by being pushed out endwise. Should in actual practice these rods become worn in the present construction, they are very cheaply made and very easily removable and replaceable. In all other forms of chamber gear train the chamber itself has to be opened up in order to gain access to the stationary closing blocks. (The parts 3, while they might help Of course I to support the rotating piston as a matter of fact are intended merely to serve as closing parts, they might therefore be called the central auxiliary closers because they are closers and are located coaxially with the pistons and are auxiliary in the sense that chamber gear trains might be constructed without employing them.)

The following features I believe to be novel: first, to supply the piston with two hubs to thereby support it at its two ends; second, to mount the auxiliary closers 3, within bores in the hubs of the pistons; and third, to extend the auxiliary closers to reach through the hubs and to apply means at the ends of the central auxiliary closers to prevent them from rotating. Again in all chamber gear trains with which I am acquainted the inlet opening into the chamber is immediate and not intermediate through a passage in the moving part. The intermediate construct-ion permits the opening and closing of the expansion chamber to the inlet duct at any desired position of the piston thus permitting the confined fluid to expand under its own pressure. The ordinary immediate construction always subjects the piston to the same pressure as the fluid possesses at its point of entry into the chamber. I believe the above construction of parts to admit the fluid into the chamber through an intermediate moving part to be novel wit-h me in all its generality. More particularly I believe it to be new to admit the fluid through the passage in the rotatmg piston.

The remarks just made in reference to the inlet apply with the necessary changes to the outlet. This refers more particularly to the case when the chamber gear train is used as an air compressor.

Having thus described my invention I claim:

1. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston: the combination of the piston and two cylindrically bored hubs therefor, one in each end thereof, for the purpose described.

2. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston: the combination of a central auxiliary closer and means applied to both ends thereof to prevent said closer from rotating.

3. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston: the combination of (1) a rotatable piston provided with (2) a bored hub and (3) the central auxiliary closer located within the bore of 'said hub.

4. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston: the combination of (1) a piston provided with (2) two bored hubs, one at each end of said piston and (3) a central auxiliary closer located within and reaching through said bored hubs.

5. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston: the combination of (1) a piston provided with (2) bored hubs, one at each end of said piston, (3) a central auxiliary closer located within and reaching through said bored hubs, and (4) means applied to both ends of said central auxiliary closer to prevent it from rotating.

6. In a chamber gear train provided with a casing, a piston rotatably mounted in said casing and a central auxiliary closer nonrotatably mounted coaxially with said piston:

the combination of (1) a piston provided with (2) two bored hubs, one at each end of said piston, a central auxiliary closer located within and reaching through said bored hubs, and (4) an extension from the casing for supporting the ends of said cen tral auxiliary closer nonrotatably.

7. In a chamber gear train provided with a rotary piston and an inlet passage adapted to communicate with the inside of chamber: (1) two hubs integral with said piston and one on each end thereof, each hub being provided with (2) a passage through said hub, for the purpose described.

In witness whereof, I have hereunto signed my name, this 10th day of May, 1912.

HYMAN ELI GOLDBERG.

Witnesses:

F. G. FRANKEL 7 W. ELBEINT LINNET.

' Copies of this patent may be obtained for five cents each, by addressing the Commissioner of ratents. Washington, I). C. 

